Flight module for an aerial vehicle

ABSTRACT

A flight module includes a rotor and a rotor carrier. The rotor carrier includes an elongate, upstanding carriage rail, a carriage supported for movement along the carriage rail, an elongate rotor arm carrying the rotor and supported atop the carriage rail for pivotation, and an elongate strut pivotally mounted between the carriage and the rotor arm. The pivotation includes pivotation between alongside the carriage rail, where the rotor arm retentively carries the rotor in a stowage position, and overhanging the carriage rail, where the rotor arm retentively carries the rotor with a skyward-facing orientation in a flight position. With movement of the carriage along the carriage rail, the strut transfers loading between the carriage and the rotor arm for pivoting the rotor arm between alongside the carriage rail and overhanging the carriage rail, and thereby carrying the rotor on the rotor arm between its stowage position and its flight position.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims benefit of U.S. Provisional Application No.62/579,647, filed on Oct. 31, 2017, which is herein incorporated byreference in its entirety.

TECHNICAL FIELD

The embodiments disclosed herein relate to vehicles and, moreparticularly, to aerial vehicles.

BACKGROUND

Aerial vehicles afford expanded travel options compared to ground-onlyvehicles. Some aerial vehicles are dual-mode vehicles that, in additionto having aerial mobility during a flight mode, have traditional groundmobility during a ground mode. In addition to affording expanded traveloptions compared to ground-only vehicles, dual-mode vehicles affordexpanded travel options compared to aerial-only vehicles as well.

On the other hand, once they land back onto the ground, aerial vehiclessuffer tradeoffs compared to ground-only vehicles. For instance, whenaerial vehicles are maneuvered on the ground, their flight-criticalequipment is often exposed to the threat of damage from the surroundingenvironment. Moreover, their flight-critical equipment often rendersaerial vehicles larger and more difficult to maneuver on the ground thanground-only vehicles. Relatedly, in the case of dual-mode vehicles,although having ground mobility during the ground mode, the tradeoffs ofaerial vehicles impair the practicality and driving dynamics on theground that users of ground-only vehicles are accustomed to.

SUMMARY

Disclosed herein are embodiments of a flight module, the components of aflight module, an aerial vehicle with a flight module, and/or an aerialvehicle with the components of a flight module. In one aspect, a flightmodule includes a rotor operable to generate aerodynamic force, and arotor carrier. The rotor carrier includes an elongate, upstandingcarriage rail, a carriage supported for movement along the carriagerail, an elongate rotor arm carrying the rotor and supported atop thecarriage rail for pivotation, and an elongate strut pivotally mountedbetween the carriage and the rotor arm. The pivotation of the rotor armincludes pivotation between alongside the carriage rail, where the rotorarm retentively carries the rotor in a stowage position, and overhangingthe carriage rail, where the rotor arm retentively carries the rotorwith a skyward-facing orientation in a flight position. With movement ofthe carriage along the carriage rail, the strut transfers loadingbetween the carriage and the rotor arm for pivoting the rotor armbetween alongside the carriage rail and overhanging the carriage rail,and thereby carrying the rotor on the rotor arm between its stowageposition and its flight position.

In another aspect, a flight module includes rotors operable to generateaerodynamic force, and a set of rotor carriers. The set of rotorcarriers includes a shared elongate, upstanding carriage rail, a sharedcarriage supported for movement along the carriage rail, an elongaterotor arm per rotor each carrying a rotor and supported atop thecarriage rail for pivotation, and an elongate strut per rotor armpivotally mounted between the carriage and a rotor arm. The pivotationof each rotor arm includes pivotation between alongside the carriagerail, where the rotor arm retentively carries the rotor in a stowageposition, and overhanging the carriage rail, where the rotor armretentively carries the rotor with a skyward-facing orientation in aflight position. With movement of the carriage along the carriage rail,the struts transfer loading between the carriage and the rotor arms forpivoting the rotor arms between congregation alongside the carriage railand branchingly overhanging the carriage rail, and thereby carrying therotors on the rotor arms between their stowage positions and theirflight positions.

In yet another aspect, a flight module includes a rotor operable togenerate aerodynamic force, a rotor arm mount defining a singlerotational degree of freedom, and an elongate rotor arm carrying therotor and pivotally mounted by the rotor arm mount. The rotor arm isnon-perpendicular to the rotor arm mount, and the rotor arm mountdirects pivotation of the rotor arm with which the rotor arm sweepsalong a conical surface. The pivotation of the rotor arm includespivotation between where the rotor arm retentively carries the rotor ina stowage position and where the rotor arm retentively carries the rotorwith a skyward-facing orientation in a flight position.

These and other aspects will be described in additional detail below.

BRIEF DESCRIPTION OF THE DRAWINGS

The various features, advantages and other uses of the presentembodiments will become more apparent by referring to the followingdetailed description and drawing in which:

FIGS. 1A and 1B are portrayals of an aerial vehicle with a ground modeand a flight mode using side views, showing a body defining a stowagecompartment, a drivetrain with wheels supported by the body, and anonboard flight module with rotors and a rotor frame supported by thebody in the stowage compartment, with the flight module having a stowageconfiguration during the ground mode, in which the flight module ishoused by the stowage compartment, as represented in FIG. 1A, and aflight configuration during the flight mode, in which the flight moduleis deployed beyond the stowage compartment, as represented in FIG. 1B;

FIGS. 1C and 1D are portrayals of the aerial vehicle using blockdiagrams, showing vehicle systems and a control module configured tooperate the vehicle systems, with the vehicle systems including apropulsion system operable to power the wheels and power the rotors togenerate aerodynamic force, and a switching system operable to switchthe aerial vehicle between the ground mode and the flight mode,including reconfiguring the flight module between the stowageconfiguration and the flight configuration;

FIGS. 2A-2G are portrayals of the aerial vehicle using correspondingperspective views and top views, showing the aerial vehicle beingswitched from the ground mode to the flight mode, including, as part ofthe flight module being reconfigured from the stowage configuration tothe flight configuration, the rotor frame being reconfigured from acollapsed configuration to an expanded configuration, and the rotorsbeing reconfigured from packaged configurations to open configurations;

FIGS. 3A and 3B are portrayals of the flight module in isolation fromthe aerial vehicle using corresponding partial side views andperspective views, further showing aspects of the rotor frame, includingrotor arms carrying the rotors, with the rotor arms congregating inboardthe body in the collapsed configuration, where they retentively carrythe rotors in stowage positions, as represented in FIG. 3A, and reachingto outboard the body in the expanded configuration, where theyretentively carry the rotors in flight positions, as represented in FIG.3B;

FIG. 4 is a portrayal of the flight module in isolation from the aerialvehicle using a partial perspective view, further showing aspects of arepresentative rotor, including blades, a hub, and a rotational drivesystem supporting the blades on the hub for rotation; and

FIGS. 5A-5E are portrayals of the flight module in isolation from theaerial vehicle using partial perspective views, further showing arepresentative rotor being reconfigured from an open configuration to apackaged configuration.

DETAILED DESCRIPTION

This disclosure teaches an aerial vehicle equipped with an onboardflight module for aerial mobility, and a wheeled drivetrain fortraditional ground mobility. To promote ground mobility, whilemaintaining the benefit of aerial mobility, the flight module has both aflight configuration and a stowage configuration. In relation to theflight module, the aerial vehicle includes a body defining a stowagecompartment. The flight module is supported by the body in the stowagecompartment. Moreover, in the stowage configuration, the flight moduleis housed by the stowage compartment.

The flight module includes rotors with blades, and a rotor frame. Therotor frame is mounted to the body in the stowage compartment, andcarries the rotors relative to the body. To realize the stowageconfiguration, the rotor frame is collapsed, and the rotors arepackaged. The rotor frame thus congregates inboard the body and, withthe rotor frame serving as its stowage platform, each rotor is tuckedinboard the body in a stowage position. To realize the flightconfiguration, the rotor frame is expanded, and the rotors are opened.The rotor frame thus reaches from the body, beyond the stowagecompartment, to outboard the body and, with the rotor frame serving asits flight platform, each rotor is perched outboard the body with askyward-facing orientation in a flight position. Aerodynamic forcegenerated by the rotors is thereby usable for flying the aerial vehiclethrough the air.

Aerial Vehicle with a Reconfigurable Flight Module

A representative aerial vehicle 100 is shown in FIGS. 1A and 1B. In thisdescription, uses of “front,” “forward” and the like, and uses of“rear,” “rearward” and the like, refer to the longitudinal directions ofthe aerial vehicle 100. “Front,” “forward” and the like refer to thefront (fore) of the aerial vehicle 100, while “rear,” “rearward” and thelike refer to the back (aft) of the aerial vehicle 100. Uses of “side,”“sideways,” “transverse” and the like refer to the lateral directions ofthe aerial vehicle 100, with “driver's side” and the like referring tothe left side of the aerial vehicle 100, and “passenger side” and thelike referring to the right side of the aerial vehicle 100.

The aerial vehicle 100, as shown, is a multimode vehicle. Specifically,the aerial vehicle 100 is a dual-mode vehicle that, in addition tohaving aerial mobility during a flight mode, has traditional groundmobility during a ground mode.

The aerial vehicle 100 has an exterior 102 and a number of interiorcompartments. The compartments include a passenger compartment 104, anengine compartment 106 and a stowage compartment 108. The stowagecompartment 108, as shown, is rear of the passenger compartment 104. Theaerial vehicle 100 has a body 110 that forms its exterior 102 anddefines its compartments. The body 110 has upright sides, as well as afloor, a front end, a rear end, a roof and the like. The aerial vehicle100 may include, among other things, one or more seats 112 housed in itspassenger compartment 104, as well as a dash assembly, an instrumentpanel, controls and the like.

For purposes of ground mobility during the ground mode, the aerialvehicle 100 has a wheeled drivetrain. The drivetrain is part of, mountedto or otherwise supported by the body 110. The drivetrain may be housed,in whole or in part, in any combination of the passenger compartment104, the engine compartment 106, the stowage compartment 108 orelsewhere in the aerial vehicle 100. As part of the drivetrain, theaerial vehicle 100 includes wheels 114. In a configuration favoringurban mobility, the aerial vehicle 100 includes three wheels 114, two ofwhich are front wheels 114, and one of which is a rear wheel 114.However, it will be understood that this disclosure is applicable inprinciple to otherwise similar aerial vehicles 100 including one wheel114, as well as otherwise similar aerial vehicles 100 otherwiseincluding multiple wheels 114. During the ground mode, the wheels 114support the remainder of the aerial vehicle 100 on the ground, and one,some or all of the wheels 114 are powered to drive the aerial vehicle100 along the ground. For this purpose, also as part of the drivetrain,in addition to the wheels 114, the aerial vehicle 100 may include anypenultimate combination of a transmission, a differential, a drive shaftand the like, to which the wheels 114 are mechanically connected.

For purposes of aerial mobility during the flight mode, the aerialvehicle 100 includes an onboard flight module 120. The flight module 120is part of, mounted to or otherwise supported by the body 110 in thestowage compartment 108. As part of the flight module 120, the aerialvehicle 100 includes rotors 122 and a rotor frame 124. Each rotor 122 isoperable to generate aerodynamic force when powered. The rotor frame 124is mounted to the body 110 in the stowage compartment 108, and eachrotor 122 is mounted to the rotor frame 124. With the rotor frame 124thus mounted between the body 110 and the rotors 122, the rotor frame124 carries the rotors 122 relative to the body 110.

To promote ground mobility during the ground mode, while maintaining thebenefit of aerial mobility during the flight mode, the flight module 120has a stowage configuration during the ground mode, as represented inFIG. 1A, in addition to a flight configuration during the flight mode,as represented in FIG. 1B. As part of the stowage configuration, therotor frame 124 has a collapsed configuration, and each rotor 122 has apackaged configuration. As part of the flight configuration, the rotorframe 124 has an expanded configuration, and each rotor 122 has an openconfiguration.

The flight module 120 is selectively reconfigurable between the stowageconfiguration and the flight configuration. Specifically, from thestowage configuration, the flight module 120 is subject to deploymentor, in other words, reconfiguration to the flight configuration.Similarly, from the flight configuration, the flight module 120 issubject to un-deployment or, in other words, reconfiguration to thestowage configuration. As part of the flight module 120 beingreconfigurable between the stowage configuration and the flightconfiguration, the rotor frame 124 is selectively reconfigurable betweenthe collapsed configuration and the expanded configuration.Specifically, from the collapsed configuration, the rotor frame 124 issubject to expansion or, in other words, reconfiguration to the expandedconfiguration. Similarly, from the expanded configuration, the rotorframe 124 is subject to collapse or, in other words, reconfiguration tothe collapsed configuration. Also as part of the flight module 120 beingreconfigurable between the stowage configuration and the flightconfiguration, each rotor 122 is selectively reconfigurable between itspackaged configuration and its open configuration. Specifically, fromits packaged configuration, each rotor 122 is subject to opening or, inother words, reconfiguration to its open configuration. Similarly, fromits open configuration, each rotor 122 is subject to packaging or, inother words, reconfiguration to its packaged configuration.

As it is deployed, un-deployed and otherwise reconfigured between thestowage configuration and the flight configuration, the flight module120 occupies a swept volume passing between inboard the body 110 andoutboard the body 110. In relation to the flight module 120, the body110 defines a number of hatch openings 130 that open between the stowagecompartment 108 and the exterior 102 across the swept volume of theflight module 120. Relatedly, the body 110 includes a number of hatches132 corresponding to the hatch openings 130. For instance, with thestowage compartment 108 rear of the passenger compartment 104, at theupright sides, the body 110 defines rear hatch openings 130 and, as partof the upright sides, includes upright rear hatches 132 corresponding tothe rear hatch openings 130. The hatches 132 serve as closure panels forthe stowage compartment 108. Each hatch 132 is pivotally, slidingly orotherwise connected to the remainder of the body 110 for movement,relative to a corresponding hatch opening 130, between a closed positionand an open position. When closed, in its closed position, each hatch132 is positioned over a corresponding hatch opening 130. When open, inits open position, each hatch 132 is positioned away from thecorresponding hatch opening 130, and thereby vacates the swept volume ofthe flight module 120, which allows the requisite clearance forreconfiguring the flight module 120 between the stowage configurationand the flight configuration.

The body 110 also defines a number of door openings 134 that openbetween the passenger compartment 104 and the exterior 102. Relatedly,the body 110 includes a number of doors 136 corresponding to the dooropenings 134. For instance, at the upright sides, the body 110 definesfront door openings 134 and, as part of the upright sides, includesupright front doors 136 corresponding to the front door openings 134.The doors 136 serve as closure panels for the passenger compartment 104.Each door 136 is pivotally, slidingly or otherwise connected to theremainder of the body 110 for movement, relative to a corresponding dooropening 134, between a closed position and an open position. Whenclosed, in its closed position, each door 136 is positioned over acorresponding door opening 134. When open, in its open position, eachdoor 136 is positioned away from the corresponding door opening 134,which allows ingress into and egress out of the passenger compartment104.

As shown with additional reference to FIGS. 1C and 1D, the aerialvehicle 100 operates as an assembly of interconnected items that equipthe aerial vehicle 100 to perform vehicle functions. With respect toperforming vehicle functions, the aerial vehicle 100 is subject to anycombination of manual operation and autonomous operation. In the case ofmanual operation, the aerial vehicle 100 may be manual-only. In the caseof autonomous operation, the aerial vehicle 100 may be semi-autonomous,highly-autonomous or fully-autonomous.

For purposes of performing vehicle functions, the aerial vehicle 100includes one or more vehicle systems 150. Either alone or in conjunctionwith the either the drivetrain or the flight module 120, or both, thevehicle systems 150 are operable to perform vehicle functions on behalfof the aerial vehicle 100. Any combination of the vehicle systems 150may be operable to perform a vehicle function. Accordingly, from theperspective of a vehicle function, one, some or all of the vehiclesystems 150 serve as associated vehicle systems 150. Moreover, eachvehicle system 150 may be operable to perform any combination of vehiclefunctions, in whole or in part. Accordingly, each vehicle system 150,from its own perspective, serves as an associated vehicle system 150 forone or more vehicle functions.

In addition to the vehicle systems 150, the aerial vehicle 100 includesa sensor system 152, as well as one or more processors 154, memory 156,and a control module 158 to which the vehicle systems 150 and the sensorsystem 152 are communicatively connected. The sensor system 152 isoperable to detect information about the aerial vehicle 100. Theprocessors 154, the memory 156 and the control module 158 together serveas a computing device whose control module 158 is employable toorchestrate the operation of the aerial vehicle 100. Specifically, thecontrol module 158 operates the vehicle systems 150 based on informationabout the aerial vehicle 100. Accordingly, as a prerequisite tooperating the vehicle systems 150, the control module 158 gathersinformation about the aerial vehicle 100, including the informationabout the aerial vehicle 100 detected by the sensor system 152. Thecontrol module 158 then evaluates the information about the aerialvehicle 100, and operates the vehicle systems 150 based on itsevaluation.

Flight Module.

As represented in FIG. 1A, during the ground mode, the rotor frame 124,in the collapsed configuration, congregates inboard the body 110, whereit serves as a stowage platform for the rotors 122. Each rotor 122 is inits packaged configuration and, with the rotor frame 124 congregatedinboard the body 110 and serving as its stowage platform, is tuckedinboard the body 110 in a respective stowage position. Relatedly, withthe flight module 120 in the stowage configuration, the flight module120, including the rotor frame 124 and the rotors 122, is compactlyhoused by the stowage compartment 108.

The stowage compartment 108, as shown, is defined as an individualstandalone space dedicated to housing the flight module 120 in thestowage configuration. Alternatively, the stowage compartment 108 couldbe defined as any combination of one or more individual spaces open toanother compartment, such as the passenger compartment 104, and one ormore and individual spaces open to housing other items.

With the flight module 120 in the stowage configuration, and housed bythe stowage compartment 108, the flight module 120, including but notlimited to the flight-critical rotors 122, is protected from damage fromthe surrounding environment. Moreover, notwithstanding being equippedwith the flight module 120, the aerial vehicle 100 is comparably sizedand comparably easy to maneuver on the ground as an otherwise similarground-only vehicle. Relatedly, the aerial vehicle 100 has comparablepracticality and driving dynamics on the ground as an otherwise similarground-only vehicle.

As represented in FIG. 1B, during the flight mode, the rotor frame 124,in the expanded configuration, reaches from the body 110, beyond thestowage compartment 108, to outboard the body 110, where it serves as aflight platform for the rotors 122. Each rotor 122 is in its openconfiguration and, with the rotor frame 124 reaching outboard the body110 and serving as its flight platform, is perched outboard the body 110in a respective flight position. Relatedly, with the flight module 120in the flight configuration, one, some or all of the rotors 122 arepowered to generate aerodynamic force usable to fly the aerial vehicle100 through the air.

Vehicle Systems.

The vehicle systems 150 are part of, mounted to or otherwise supportedby the body 110. The vehicle systems 150 may be housed, in whole or inpart, in any combination of the passenger compartment 104, the enginecompartment 106, the stowage compartment 108 or elsewhere in the aerialvehicle 100. Each vehicle system 150 includes one or more vehicleelements. On behalf of the vehicle system 150 to which it belongs, eachvehicle element is operable to perform, in whole or in part, anycombination of vehicle functions with which the vehicle system 150 isassociated. It will be understood that the vehicle elements, as well asthe vehicle systems 150 to which they belong, may but need not bemutually distinct.

The vehicle systems 150 include an energy system 160 and a propulsionsystem 162. The propulsion system 162 is connected to the energy system160. Moreover, the drivetrain is mechanically connected to thepropulsion system 162, and each rotor 122 is mechanically connected withthe propulsion system 162. The energy system 160 is operable to performone or more energy functions, including but not limited to storing,conditioning and otherwise handling energy. The propulsion system 162 isoperable to perform one or more propulsion functions using energy fromthe energy system 160, including but not limited to powering the wheels114 and powering the rotors 122 to generate aerodynamic force. Duringthe ground mode, as the product of powering the wheels 114, thepropulsion system 162 is operable to accelerate the aerial vehicle 100,maintain the speed of the aerial vehicle 100 (e.g., on level or uphillground) and otherwise drive the aerial vehicle 100 along the ground.During the flight mode, as the product of powering the rotors 122 togenerate aerodynamic force, the propulsion system 162 is operable tothrottle the aerial vehicle 100, lift the aerial vehicle 100, roll theaerial vehicle 100, pitch the aerial vehicle 100, yaw the aerial vehicle100 and otherwise fly the aerial vehicle 100 through the air usingaerodynamic force generated by the rotors 122.

In relation to the flight module 120, in addition to the energy system160 and the propulsion system 162, the vehicle systems 150 include aswitching system 164. The switching system 164 is connected to theenergy system 160. Moreover, the switching system 164 is mechanicallyconnected with the hatches 132 and the flight module 120. The switchingsystem 164 is operable to perform one or more switching functions usingenergy from the energy system 160, including but not limited to openingthe hatches 132, closing the hatches 132 and otherwise moving thehatches 132 between their closed positions and their open positions, anddeploying the flight module 120, un-deploying the flight module 120 andotherwise reconfiguring the flight module 120 between the stowageconfiguration and the flight configuration. As the combined product ofopening the hatches 132, deploying the flight module 120 and closing thehatches 132, the switching system 164 is operable to switch the aerialvehicle 100 from the ground mode to the flight mode. Similarly, as thecombined product of opening the hatches 132, un-deploying the flightmodule 120 and closing the hatches 132, the switching system 164 isoperable to switch the aerial vehicle 100 from the flight mode to theground mode.

In an electrified implementation, the energy system 160 includes abattery system 170 and one or more handling units 172. In anycombination of plug-in, range-extending, hybrid and like arrangements,the energy system 160 may include any combination of one or morechargers operable to condition electrical energy for storage by thebattery system 170, as well one or more engines, one or more generators,one or more fuel cells and the like operable to generate electricalenergy for storage by the battery system 170. In relation to the batterysystem 170 and the handling units 172, the propulsion system 162includes a wheel motor system 174 and a rotor motor system 176.

Among the energy elements of the battery system 170, the aerial vehicle100 includes a battery 180. Although the aerial vehicle 100, as shown,includes one battery 180 in the battery system 170, it will beunderstood that this disclosure is applicable in principle to otherwisesimilar aerial vehicles 100 including multiple batteries 180 in thebattery system 170. The battery 180 is operable to store electricalenergy. The handling units 172 are operable to condition and otherwisehandle electrical energy from the battery 180, including but not limitedto distributing electrical energy from the battery 180 and conditioningelectrical energy from the battery 180 (e.g., converting DC electricalenergy from the battery 180 into three-phase AC electrical energy,converting a certain voltage DC electrical energy from the battery 180into a different voltage DC electrical energy, etc.).

Among the propulsion elements of the wheel motor system 174, the aerialvehicle 100 includes wheel motors 182. Although the aerial vehicle 100,as shown, includes one wheel motor 182 per front wheel 114 in the wheelmotor system 174, it will be understood that this disclosure isapplicable in principle to otherwise similar aerial vehicles 100including one wheel motor 182 per multiple front wheels 114 in the wheelmotor system 174. The wheel motors 182 may, for instance, be synchronousthree-phase AC or other type of electric motors. The wheel motors 182are electrically connected to the battery 180 through the handling units172. Moreover, the drivetrain is mechanically connected to the wheelmotors 182. The wheel motors 182 and the drivetrain together serve as anelectrified powertrain for the aerial vehicle 100. In conjunction withthe drivetrain, the wheel motors 182 are operable to power the wheels114 using electrical energy from the handling units 172.

Among the propulsion elements of the rotor motor system 176, as part ofthe rotors 122, the aerial vehicle 100 includes rotor motors 184.Although the aerial vehicle 100, as shown, includes one rotor motor 184per rotor 122 in the rotor motor system 176, it will be understood thatthis disclosure is applicable in principle to otherwise similar aerialvehicles 100 including multiple rotor motors 184 per rotor 122 in therotor motor system 176. Each rotor motor 184 may, for instance, be abrushless DC permanent magnet or other type of electric motor. Eachrotor motor 184 is electrically connected to the battery 180 through thehandling units 172. Moreover, each rotor 122 is mechanically connectedwith its rotor motor 184. In conjunction with the rotor 122 to which itbelongs, each rotor motor 184 is operable to power the rotor 122 togenerate aerodynamic force using electrical energy from the handlingunits 172.

Among the switching elements of the switching system 164, the aerialvehicle 100 includes hatch actuators 190 corresponding to the hatches132. Each hatch actuator 190 is electrically connected to the battery180 through the handling units 172. Moreover, each hatch actuator 190 ismechanically connected with a corresponding hatch 132. The hatchactuators 190 are operable to open the hatches 132, close the hatches132 and otherwise move the hatches 132 between their closed positionsand their open positions using electrical energy from the handling units172.

Also among the switching elements of the switching system 164, as partof the flight module 120, the aerial vehicle 100 includesreconfiguration actuators 192. Each reconfiguration actuator 192 iselectrically connected to the battery 180 through the handling units172. Moreover, each reconfiguration actuator 192 is mechanicallyconnected with the flight module 120. The reconfiguration actuators 192are operable to deploy the flight module 120, un-deploy the flightmodule 120 and otherwise reconfigure the flight module 120 between thestowage configuration and the flight configuration using electricalenergy from the handling units 172, including expanding the rotor frame124, collapsing the rotor frame 124 and otherwise reconfiguring therotor frame 124 between the collapsed configuration and the expandedconfiguration, and opening the rotors 122, packaging the rotors 122 andotherwise reconfiguring the rotors 122 between their packagedconfigurations and their open configurations.

Sensor System.

As part of the sensor system 152, the aerial vehicle 100 includes one ormore onboard sensors. The sensors monitor the aerial vehicle 100 inreal-time. The sensors, on behalf of the sensor system 152, are operableto detect information about the aerial vehicle 100, includinginformation about the operation of the aerial vehicle 100. Among thesensors, the aerial vehicle 100 includes one or more speedometers, oneor more gyroscopes, one or more accelerometers, one or more inertialmeasurement units (IMUs), one or more wheel sensors, one or more hatchsensors, one or more flight module sensors, one or more controller areanetwork (CAN) sensors and the like. Relatedly, among information aboutthe operation of the aerial vehicle 100, the sensor system 152 isoperable to detect the location and motion of the aerial vehicle 100,including its speed, acceleration, orientation, rotation, direction andthe like, the movement of the wheels 114, the movement and forcefeedback of the hatches 132, the movement and force feedback of theflight module 120, including the movement and force feedback of therotor frame 124 and the movement and force feedback of the rotors 122,and the operational statuses of one, some or all of the vehicle systems150.

Computing Device.

As noted above, the processors 154, the memory 156 and the controlmodule 158 together serve as a computing device whose control module 158orchestrates the operation of the aerial vehicle 100, including but notlimited to the operation of the vehicle systems 150. The control module158 may be a global control module. Relatedly, as part of a centralcontrol system, the aerial vehicle 100 may include a global control unitto which the control module 158 belongs. Although the aerial vehicle100, as shown, includes one control module 158, it will be understoodthat this disclosure is applicable in principle to otherwise similaraerial vehicles 100 including multiple control modules 158.

The processors 154 are any components configured to execute any of theprocesses described herein or any form of instructions to carry out suchprocesses or cause such processes to be performed. The processors 154may be implemented with one or more general-purpose or special-purposeprocessors. Examples of suitable processors 154 include microprocessors,microcontrollers, digital signal processors or other forms of circuitrythat execute software. Other examples of suitable processors 154 includewithout limitation central processing units (CPUs), array processors,vector processors, digital signal processors (DSPs), field programmablegate arrays (FPGAs), programmable logic arrays (PLAs), applicationspecific integrated circuits (ASICs), programmable logic circuitry orcontrollers. The processors 154 may include at least one hardwarecircuit (e.g., an integrated circuit) configured to carry outinstructions contained in program code. In arrangements where there aremultiple processors 154, the processors 154 may work independently fromeach other or in combination with one another.

The memory 156 is a non-transitory computer readable medium. The memory156 may include volatile or nonvolatile memory, or both. Examples ofsuitable memory 156 includes random access memory (RAM), flash memory,read only memory (ROM), programmable read only memory (PROM), erasableprogrammable read only memory (EPROM), electrically erasableprogrammable read only memory (EEPROM), registers, magnetic disks,optical disks, hard drives or any other suitable storage medium, or anycombination of these. The memory 156 includes stored instructions inprogram code. Such instructions are executable by the processors 154 orthe control module 158. The memory 156 may be part of the processors 154or the control module 158, or may be communicatively connected theprocessors 154 or the control module 158.

Generally speaking, the control module 158 includes instructions thatmay be executed by the processors 154. The control module 158 may beimplemented as computer readable program code that, when executed by theprocessors 154, execute one or more of the processes described herein.Such computer readable program code may be stored on the memory 156. Thecontrol module 158 may be part of the processors 154, or may becommunicatively connected the processors 154.

Switching the Aerial Vehicle Between the Ground Mode and the Flight Mode

The operations of a process for switching the aerial vehicle 100 betweenthe ground mode and the flight mode are represented in FIGS. 2A-2G. Thedescription of the process follows with reference to the forwardprogression of FIGS. 2A-2G, in which the aerial vehicle 100 is shownbeing switched from the ground mode to the flight mode. However, it willbe understood that this disclosure, with reference to the reverseprogression of FIGS. 2A-2G, is applicable in principle to the aerialvehicle 100 being switched from the flight mode to the ground mode.

As shown in FIG. 2A, during the ground mode, the flight module 120 is inthe stowage configuration, and housed by the stowage compartment 108.Moreover, with the flight module 120 housed by the stowage compartment108, each hatch 132 is in its closed position. As part of the stowageconfiguration, the rotor frame 124 has the collapsed configuration, andeach rotor 122 has its packaged configuration. In the collapsedconfiguration, the rotor frame 124 retentively carries the rotors 122 intheir stowage positions. Each rotor 122, in its stowage position, has anoutboard-facing orientation, and is located inboard the body 110. Forinstance, each rotor 122, in its stowage position, is located in anycombination of the vertical, longitudinal and lateral footprint of thebody 110. Together, in their stowage positions, the rotors 122 arecircumferentially-spaced from one another about the rotor frame 124.

As part of the process, the control module 158 gathers information aboutthe aerial vehicle 100 for evaluation, including information about theaerial vehicle 100 detected by the sensor system 152. As part of itsevaluation of the information about the aerial vehicle 100, the controlmodule 158 monitors for a switch signal that indicates a switch from theground mode to the flight mode. When the control module 158 does notidentify a switch signal, it continues to monitor for a switch signal inanticipation that a switch signal will materialize. Otherwise, when itidentifies a switch signal, the control module 158 operates theswitching system 164 to switch the aerial vehicle 100 from the groundmode to the flight mode.

Specifically, as shown in FIG. 2B, in association with the commencementof deploying the flight module 120, the control module 158 operates thehatch actuators 190 to open the hatches 132. The hatches 132 could beopened either ahead of or during, or both, the commencement of deployingthe flight module 120. For instance, the hatches 132, as shown, areopened ahead of the commencement of deploying the flight module 120. Asshown in FIGS. 2C-2G, with the hatches 132 thereby vacating the sweptvolume of the flight module 120, the control module 158 operates thereconfiguration actuators 192 to deploy the flight module 120. As shownin FIG. 2G, in association with the culmination of deploying the flightmodule 120, the control module 158 operates the hatch actuators 190 toclose the hatches 132. The hatches 132 could be closed either during orfollowing, or both, the culmination of deploying the flight module 120.For instance, the hatches 132, as shown, are closed during theculmination of deploying the flight module 120.

As part of deploying the flight module 120, the control module 158operates the reconfiguration actuators 192 to expand the rotor frame124. With its expansion, the rotor frame 124 carries the rotors 122along respective paths P from their stowage positions to their flightpositions. Also as part of deploying the flight module 120, inassociation with expanding the rotor frame 124, the control module 158operates the reconfiguration actuators 192 to open the rotors 122. Therotors 122 could be opened any combination of ahead of, during andfollowing expanding the rotor frame 124. For instance, the rotors 122,as shown, are opened following expanding the rotor frame 124.

As a further part of its evaluation of the information about the aerialvehicle 100, the control module 158 may monitor any combination of themovement and force feedback of the hatches 132 and the movement andforce feedback of the flight module 120, including the movement andforce feedback of the rotor frame 124 and the movement and forcefeedback of the rotors 122. Relatedly, based on its evaluation of theinformation about the aerial vehicle 100, and by the operation of thehatch actuators 190 and the reconfiguration actuators 192, as the casemay be, the control module 158 may coordinate any combination of openingthe hatches 132, deploying the flight module 120, including expandingthe rotor frame 124 and opening the rotors 122, and closing the hatches132 to ensure anti-collision, and anti jamming and otherwise correctoperation of the switching system 164.

During the flight mode, the flight module 120 is in the flightconfiguration, and deployed beyond the stowage compartment 108. As partof the flight configuration, the rotor frame 124 has the expandedconfiguration, and each rotor 122 has its open configuration. In theexpanded configuration, the rotor frame 124 retentively carries therotors 122 in their flight positions. Each rotor 122, in its flightposition, has a skyward-facing orientation, and is perched overhead thebody 110, beyond its vertical footprint, or otherwise outboard the body110. Together, in their flight positions, the rotors 122 arecircumferentially-spaced from one another about a center of mass 200 ofthe aerial vehicle 100.

Although the aerial vehicle 100, as shown, includes six rotors 122 inthe flight module 120, it will be understood that this disclosure isapplicable in principle to otherwise similar aerial vehicles 100including multiple rotors 122 in the flight module 120. With the flightmodule 120 including six rotors 122, the outboard-and-overhead-perched,skyward-facing, circumferentially-spaced arrangement of the rotors 122in their flight positions is typical of hexa-copters. In otherwisesimilar multicopter arrangements, the aerial vehicle 100 could includethree rotors 122, four rotors 122, five rotors 122, etc. in the flightmodule 120.

During the flight mode, with the flight module 120 in the flightconfiguration, the control module 158 operates the rotor motors 184, orotherwise operates the propulsion system 162, to power the rotors 122 togenerate aerodynamic force. With the rotors 122 powered to generateaerodynamic force, the aerial vehicle 100 flies through the air usingaerodynamic force generated by the rotors 122, including but not limitedto any combination of aerodynamic lift generated by the rotors 122,aerodynamic thrust generated by the rotors 122 and aerodynamic torquegenerated by the rotors 122. In relation to the aerial vehicle 100flying through the air using aerodynamic force generated by the rotors122, each rotor 122, although having a skyward-facing orientation in itsflight position, need not be perfectly vertically oriented. Instead, foreach rotor 122, the notion of its flight position is inclusive of theperfectly vertical orientation, as well as any combination of fixed andvarying off-vertical orientations.

Among other things, the aerial vehicle 100 is equipped for verticaltakeoff and landing (VTOL) using aerodynamic lift generated by therotors 122. Specifically, to initiate flying through the air from on theground, aerodynamic lift generated by the rotors 122 is used to overcomethe weight of the aerial vehicle 100. The aerial vehicle 100 thenvertically takes off from the ground. From in the air, to end flyingthrough the air, aerodynamic lift generated by the rotors 122 is used tocounteract but not overcome the weight of the aerial vehicle 100. Theaerial vehicle 100 then vertically lands back onto the ground.

Rotor Frame

As shown with additional reference to FIGS. 3A and 3B, the rotor frame124 is upstanding, and has a vertical or otherwise upright rotor frameaxis A located inboard the body 110. The rotor frame 124 includeselongate, rotor-bearing rotor carriers 300. In relation to the aerialvehicle 100, the rotor carriers 300 are mounted to the body 110 in thestowage compartment 108. The rotor carriers 300 extend from the body 110relative to the rotor frame axis A, and each rotor 122 is mounted to arotor carrier 300. With the rotor carriers 300 thus mounted between thebody 110 and the rotors 122, the rotor carriers 300 carry the rotors 122relative to the body 110.

As the rotor frame 124 is expanded, collapsed and otherwise reconfiguredbetween the collapsed configuration and the expanded configuration, therotor carriers 300 carry the rotors 122 along their paths P betweentheir stowage positions and their flight positions. For purposes ofreconfiguring the rotor frame 124 between the collapsed configurationand the expanded configuration, and the rotor carriers 300 carrying therotors 122 along their paths P between their stowage positions and theirflight positions, each rotor carrier 300 is rendered by a series ofelongate, inter-hinged segments.

As identified for a representative rotor carrier 300, each rotor carrier300 includes an elongate, upstanding carriage rail 302 located inboardthe body 110, and an elongate rotor arm 304 atop the carriage rail 302.The carriage rail 302 is bracket mounted to the body 110, and extendsupward along the rotor frame axis A. At the culmination of the carriagerail 302, the rotor arm 304 is mounted to the carriage rail 302 with arotor arm mount 306, and extends from the carriage rail 302 relative tothe rotor frame axis A. The rotor arm mount 306 is rendered by a hinge.With the rotor arm mount 306 rendered by a hinge, the rotor arm 304 ispivotally mounted to the carriage rail 302 by the rotor arm mount 306,and supported atop the carriage rail 302 for pivotation relative to thecarriage rail 302. The rotor arm mount 306, as shown, is rendered by aclevis-style or knuckle-style hinge that serves as a revolute jointdefining a single rotational degree of freedom.

At the culmination of the rotor arm 304, a rotor 122 is mounted to therotor arm 304 with a rotor mount 308. With the rotor 122 mounted to therotor arm 304, the rotor arm 304 carries the rotor 122. Although theaerial vehicle 100, as shown, includes one rotor 122 mounted to therotor arm 304, it will be understood that this disclosure is applicablein principle to otherwise similar aerial vehicles 100 including multiplerotors 122 mounted to the rotor arm 304.

From atop the carriage rail 302, in the collapsed configuration, therotor arm 304 extends from the carriage rail 302 along the rotor frameaxis A, as shown in FIG. 3A. The rotor arm 304 is thus inboard the body110 alongside the carriage rail 302, where it retentively carries therotor 122 in its stowage position, and congregates with the rotor arms304 of the remaining rotor carriers 300. In the expanded configuration,the rotor arm 304 extends from the carriage rail 302 away from the rotorframe axis A, as shown in FIG. 3B. From the body 110, the rotor arm 304thus reaches to outboard the body 110 to overhanging the carriage rail302, where it retentively carries the rotor 122 in its flight position.Relatedly, as part of expanding the rotor frame 124, the rotor arm 304,from alongside the carriage rail 302, is pivoted to overhanging thecarriage rail 302. The rotor arm 304 thus carries the rotor 122 alongits path P from its stowage position to its flight position. As part ofcollapsing the rotor frame 124, the rotor arm 304, from overhanging thecarriage rail 302, is pivoted to alongside the carriage rail 302. Therotor arm 304 thus carries the rotor 122 along its path P from itsflight position to its stowage position.

By defining a single rotational degree of freedom, the rotor arm mount306 imparts positional accuracy to pivotation of the rotor arm 304between alongside the carriage rail 302 and overhanging the carriagerail 302. Relatedly, in the expanded configuration, the rotor arm mount306 imparts positional accuracy to the rotor arm 304 overhanging thecarriage rail 302 and, by extension, to the rotor 122 carried by therotor arm 304 in its flight position. During the flight mode, thecontrol module 158 leverages the positional accuracy of the rotors 122in their flight positions for robust individual and coordinatedoperation of the rotor motors 184 to power the rotors 122 to generateaerodynamic force, and to throttle the aerial vehicle 100, lift theaerial vehicle 100, roll the aerial vehicle 100, pitch the aerialvehicle 100, yaw the aerial vehicle 100 and otherwise fly the aerialvehicle 100 through the air using aerodynamic force generated by therotors 122.

Moreover, the rotor arm mount 306 directs pivotation of the rotor arm304 between alongside the carriage rail 302 and overhanging the carriagerail 302. In relation to the aerial vehicle 100, together with that ofthe rotor arms 304 of the remaining rotor carriers 300, pivotation ofthe rotor arm 304 between alongside the carriage rail 302 andoverhanging the carriage rail 302 is a principal component of the sweptvolume of the flight module 120.

The rotor arm 304 has a reference sweep plane through the three coplanarpoints of the rotor arm mount 306, where the rotor arm 304 is supportedfor pivotation, the rotor 122 in its stowage position and the rotor 122in its flight position. Relatedly, with pivotation of the rotor arm 304between alongside the carriage rail 302 and overhanging the carriagerail 302, the rotor arm 304 departs from and lands in the referencesweep plane alongside the carriage rail 302 and overhanging the carriagerail 302. In a planar sweeping arrangement, in addition to departingfrom and landing in the reference sweep plane alongside the carriagerail 302 and overhanging the carriage rail 302, the rotor arm 304 couldsweep through the reference sweep plane. Alternatively, as shown, in anon-planar sweeping arrangement, although departing from and landing inthe reference sweep plane alongside the carriage rail 302 andoverhanging the carriage rail 302, the rotor arm 304 does not otherwisesweep through the reference sweep plane. Instead, under the direction ofthe rotor arm mount 306, pivotation of the rotor arm 304 betweenalongside the carriage rail 302 and overhanging the carriage rail 302 isbiased for departure away from the reference sweep plane and landingtoward the reference sweep plane.

Specifically, with particular reference to the forward progression ofFIGS. 2B-2F, from alongside the carriage rail 302, pivotation of therotor arm 304 to overhanging the carriage rail 302 is biased foroutboard departure or, in other words, departure outboard the body 110,away from the reference sweep plane, and for overhead landing or, inother words, landing overhead the body 110, toward the reference sweepplane. Equally, with particular reference to the reverse progression ofFIGS. 2B-2F, from overhanging the carriage rail 302, pivotation of therotor arm 304 to alongside the carriage rail 302 is biased for overheaddeparture or, in other words, departure overhead the body 110, away fromthe reference sweep plane, and for inboard landing or, in other words,landing inboard the body 110, toward the reference sweep plane.

With pivotation of the rotor arms 304 from alongside the carriage rail302 to overhanging the carriage rail 302 biased for outboard departureaway from their reference sweep planes, and with pivotation of the rotorarms 304 from overhanging the carriage rail 302 to alongside thecarriage rail 302 biased for inboard landing toward their referencesweep planes, the swept volume of the flight module 120 across which thebody 110 defines the hatch openings 130 is minimized. Relatedly, thesize of the hatch openings 130, as well as the size of the hatches 132,are minimized.

For purposes of such pivotation of the rotor arm 304 under the directionof the rotor arm mount 306 notwithstanding the rotor arm mount 306defining a single rotational degree of freedom, the rotor arm 304,although pivotally mounted by the rotor arm mount 306, isnon-perpendicular to the rotor arm mount 306. As a product of the rotorarm 304 being non-perpendicular to the rotor arm mount 306, withpivotation of the rotor arm 304 between alongside the carriage rail 302and overhanging the carriage rail 302, the rotor arm 304 sweeps througha conical surface.

For purposes of pivoting the rotor arm 304 between alongside thecarriage rail 302 and overhanging the carriage rail 302, the rotorcarrier 300 includes a carriage 310 on the carriage rail 302, and anelongate strut 312 mounted between the carriage 310 and the rotor arm304. The carriage 310 is supported for sliding or other movement alongthe carriage rail 302. The strut 312 is mounted to the carriage 310 witha carriage-side strut mount 314, and to the rotor arm 304 with arotor-arm-side strut mount 316. The carriage-side strut mount 314 andthe rotor-arm-side strut mount 316 are each rendered by a hinge. Withthe carriage-side strut mount 314 and the rotor-arm-side strut mount 316each rendered by a hinge, the strut 312 is pivotally mounted between thecarriage 310 and the rotor arm 304. Relatedly, the strut 312 transfersloading between the carriage 310 and the rotor arm 304 through thecarriage-side strut mount 314 and the rotor-arm-side strut mount 316.The carriage-side strut mount 314 and the rotor-arm-side strut mount 316are each, as shown, rendered by a ball-end-style hinge that serves as aball joint defining one or more rotational degrees of freedom beyondthat through the reference sweep plane of the rotor arm 304, whichallows the rotor arm 304 the requisite freedom for pivotation betweenalongside the carriage rail 302 and overhanging the carriage rail 302biased for departure away from the reference sweep plane and landingtoward the reference sweep plane.

In relation to the carriage 310 and the strut 312, the rotor carrier 300operates as a mechanically straightforward single-input linkage, withthe carriage 310 serving as the input, for dictating all kinematicmovement, including pivoting the rotor arm 304 between alongside thecarriage rail 302 and overhanging the carriage rail 302, via movement ofthe carriage 310 along the carriage rail 302. With the rotor arm 304alongside the carriage rail 302 in the collapsed configuration, withupward movement of the carriage 310 along the carriage rail 302 towardthe rotor arm mount 306, the strut 312 transfers loading used toovercome the weight of the rotor arm 304 and the rotor 122 from thecarriage 310 to the rotor arm 304. With the strut 312 transferring suchloading from the carriage 310 to the rotor arm 304, the rotor arm 304 ispivoted to overhanging the carriage rail 302. With the rotor arm 304overhanging the carriage rail 302 in the expanded configuration, withdownward movement of the carriage 310 along the carriage rail 302 awayfrom the rotor arm mount 306, the strut 312 transfers loading used tocounteract but not overcome the weight of the rotor arm 304 and therotor 122 from the carriage 310 to the rotor arm 304. With the strut 312transferring such loading from the carriage 310 to the rotor arm 304,the rotor arm 304 is pivoted to alongside the carriage rail 302.

During the flight mode, with the rotor arm 304 overhanging the carriagerail 302 in the expanded configuration, with the carriage 310retentively held along the carriage rail 302, the strut 312, in atruss-like arrangement, also transfers loading from aerodynamic forcegenerated by the rotor 122 from the rotor arm 304 to the body 110through the carriage 310 and the carriage rail 302. With the strut 312transferring such loading from the rotor arm 304 to the body 110 throughthe carriage 310 and the carriage rail 302, loading otherwise elsewhereon the rotor carrier 300, including but not limited to the rotor armmount 306, is relieved.

As noted above, the aerial vehicle 100 includes multiple rotors 122 inthe flight module 120. Relatedly, as part of the flight module 120, theaerial vehicle 100 includes multiple rotor carriers 300 in the rotorframe 124. Although it will be understood that this disclosure isapplicable in principle to otherwise similar aerial vehicles 100including mutually distinct rotor carriers 300 in the rotor frame 124,the aerial vehicle 100, as shown, includes one or more sets of rotorcarriers 300 in the rotor frame 124. For instance, with the flightmodule 120 including six rotors 122, and with the rotor frame 124including six rotor carriers 300 carrying the six rotors 122, the rotorframe 124 includes two sets of three rotor carriers 300 each carryingthree rotors 122.

Specifically, in relation to the aerial vehicle 100, the six rotorcarriers 300 include two rear rotor carriers 300 carrying two rearrotors 122, two side rotor carriers 300 carrying two side rotors 122,and two forward rotor carriers 300 carrying two forward rotors 122. Onerear rotor carrier 300, one side rotor carrier 300 and one forward rotorcarrier 300 are located at the driver's side of the aerial vehicle 100,where they each face a driver's side hatch opening 130. The other rearrotor carrier 300, the other side rotor carrier 300 and the otherforward rotor carrier 300 are located at the other, passenger side ofthe aerial vehicle 100, where they each face a passenger side hatchopening 130.

Relatedly, the sets of rotor carriers 300 include a driver's side set ofrotor carriers 300 and a passenger side set of rotor carriers 300. Thedriver's side set of rotor carriers 300 is located at the driver's sideof the aerial vehicle 100 facing the driver's side hatch opening 130,and includes the rear rotor carrier 300, the side rotor carrier 300 andthe forward rotor carrier 300 located at the driver's side of the aerialvehicle 100. The passenger side set of rotor carriers 300 is located atthe passenger side of the aerial vehicle 100 facing the passenger sidehatch opening 130, and includes the rear rotor carrier 300, the siderotor carrier 300 and the forward rotor carrier 300 located at thepassenger side of the aerial vehicle 100.

From the perspective of the rotor carriers 300, each set of rotorcarriers 300 may include one or more shared items, including but notlimited to one or more shared interoperable items, as well as one ormore dedicated items. For instance, as identified for a representativeset of rotor carriers 300, each set of rotor carriers 300 includes anelongate, upstanding stand 320 serving as shared carriage rail 302 forthe rotor carriers 300. The stand 320 is bracket mounted to the body110, and extends upward along the rotor frame axis A. In addition to thecarriage rail 302, the set of rotor carriers 300 includes a dedicatedrotor arm 304 per rotor carrier 300 atop the carriage rail 302.

At the culmination of the carriage rail 302, the rotor arms 304 aremounted to the carriage rail 302 with a dedicated rotor arm mount 306per rotor arm 304. In relation to the rotor arm mounts 306, the set ofrotor carriers 300 includes a shared rotor arm mounting block 322 at theculmination of the carriage rail 302 that includes the rotor arm mounts306 as a unitary structure. For purposes of pivoting the rotor arms 304between alongside the carriage rail 302 and overhanging the carriagerail 302, the rotor carrier 300 includes a shared carriage 310 for therotor carriers 300 on the carriage rail 302, and a dedicated strut 312per rotor carrier 300 mounted between the carriage 310 and the rotorarms 304. The struts 312 are mounted to the carriage 310 with adedicated carriage-side strut mount 314 per strut 312, and to the rotorarms 304 with a dedicated rotor-arm-side strut mount 316 per strut 312.In relation to the carriage-side strut mounts 314, the set of rotorcarriers 300 includes a shared carriage-side strut mounting block 324 onthe carriage 310 that includes the carriage-side strut mounts 314 as aunitary structure.

In relation to the carriage 310 and the struts 312, the set of rotorcarriers 300 operates as a mechanically straightforward single-inputlinkage, with the carriage 310 serving as the input, for dictating allkinematic movement, including pivoting the rotor arms 304 betweenalongside the carriage rail 302 and overhanging the carriage rail 302,via movement of the carriage 310 along the carriage rail 302. With therotor arms 304 alongside the carriage rail 302 in the collapsedconfiguration, with upward movement of the carriage 310 along thecarriage rail 302 toward the rotor arm mounts 306, the struts 312transfer loading used to overcome the weight of the rotor arms 304 andthe rotors 122 from the carriage 310 to the rotor arms 304. With thestruts 312 transferring such loading from the carriage 310 to the rotorarms 304, the rotor arms 304 are pivoted to overhanging the carriagerail 302. With the rotor arms 304 overhanging the carriage rail 302 inthe expanded configuration, with downward movement of the carriage 310along the carriage rail 302 away from the rotor arm mounts 306, thestruts 312 transfer loading used to counteract but not overcome theweight of the rotor arms 304 and the rotors 122 from the carriage 310 tothe rotor arms 304. With the struts 312 transferring such loading fromthe carriage 310 to the rotor arms 304, the rotor arms 304 are pivotedto alongside the carriage rail 302.

During the flight mode, with the rotor arms 304 overhanging the carriagerail 302 in the expanded configuration, with the carriage 310retentively held along the carriage rail 302, the struts 312, in atruss-like arrangement, also transfer loading from aerodynamic forcegenerated by the rotors 122 from the rotor arms 304 to the carriage 310.With the struts 312 transferring such loading from the rotor arms 304 tothe carriage 310, loading otherwise elsewhere on the set of rotorcarriers 300, including but not limited to the rotor arm mounts 306, isrelieved.

With the stowage compartment 108 rear of the passenger compartment 104,the rotor carriers 300 are mounted to the body 110 rear of the passengercompartment 104, and rearwardly offset from the center of mass 200 ofthe aerial vehicle 100. From atop the carriage rails 302, in theexpanded configuration, together, the rotor arms 304, reaching tooutboard the body 110, branch from one another about the rotor frameaxis A to carry the rotors 122 in their flight positions. As notedabove, in their flight positions, the rotors 122 arecircumferentially-spaced from one another about the center of mass 200of the aerial vehicle 100, as opposed to the rotor frame axis A.

Among other things, it follows that, in each set of rotor carriers 300,a rear rotor arm 304 in the rear rotor carrier 300, a side rotor arm 304in the side rotor carrier 300 and a forward rotor arm 304 in the forwardrotor carrier 300 reach to outboard the body 110 to different extents.Specifically, as shown, the forward rotor arm 304 reaches to outboardthe body 110 to a greater extent than both the rear rotor arm 304 andthe side rotor arm 304, and the side rotor arm 304 reaches to outboardthe body 110 to a greater extent than the rear rotor arm 304.

In relation to congregating inboard the body 110 in the collapsedconfiguration, and reaching to outboard the body 110 to differentextents in the expanded configuration, the rear rotor arm 304, the siderotor arm 304 and the forward rotor arm 304 could have any combinationof different individual and coordinated fixed and varying lengths. Forinstance, as shown, the rear rotor arm 304 and the side rotor arm 304each have a fixed length, with the length of the side rotor arm 304being longer than the length of the rear rotor arm 304. Moreover, theforward rotor arm 304 has a varying length. Although the length of theforward rotor arm 304 is longer than the length of the rear rotor arm304 and the length of the side rotor arm 304 in the expandedconfiguration, in the collapsed configuration, the length of the forwardrotor arm 304 is approximately the same as the length of the rear rotorarm 304. The forward rotor arm 304, as shown, is telescoping to realizethe varying length thereof. Alternatively, the forward rotor arm 304could be jointed to fold over itself to realize the varying lengththereof.

Rotors

As shown with additional reference to FIG. 4, and as identified for arepresentative rotor 122 in its open configuration, each rotor 122 has arotor axis R. The rotor axis R serves as the axis of rotation for therotor 122. Among the propulsion elements of the propulsion system 162,as part of the rotor 122, the aerial vehicle 100 includes a rotationaldrive system 400. In addition to the rotational drive system 400, therotor 122 includes a hub 402 mounted to the rotational drive system 400,and elongate, airfoil-shaped blades 404 mounted to the hub 402. Althoughthe aerial vehicle 100, as shown, includes two blades 404 per rotor 122,it will be understood that this disclosure is applicable in principle tootherwise similar aerial vehicles 100 otherwise including multipleblades 404 per rotor 122.

The rotational drive system 400 and the hub 402 are axially alignedalong the rotor axis R, and the blades 404 radiate from the rotor axisR. The rotational drive system 400 supports the blades 404 on the hub402 for rotation about the rotor axis R. Relatedly, the rotational drivesystem 400 is operable to rotate the blades 404 on the hub 402 about therotor axis R using energy from the energy system 160. As the product ofrotating the blades 404 about the rotor axis R, the rotational drivesystem 400 is operable to power the rotors 122 to generate aerodynamicforce along the rotor axis R.

In the electrified implementation, the rotor motor 184 is included alongthe rotor axis R as part of the rotational drive system 400. The rotormotor 184 includes an elongate output shaft 410 along the rotor axis R.The rotor motor 184 supports the output shaft 410 for rotation about therotor axis R. Relatedly, the rotor motor 184 is operable to spin theoutput shaft 410 about the rotor axis R using electrical energy from thehandling units 172.

In an otherwise similar aerial vehicle 100 including multiple rotormotors 184 per rotor 122, the rotor motors 184 could be axially alignedalong the rotor axis R, and axially connected or, in other words,integrally married together with the output shaft 410. With the rotormotors 184 mutually supporting the output shaft 410 for rotation aboutthe rotor axis R, the rotor motors 184 could be mutually operable tospin the output shaft 410 about the rotor axis R using electrical energyfrom the handling units 172. However, as opposed to their integralphysical relationship, the rotor motors 184 could be individuallyoperated. Accordingly, any combination of the rotor motors 184 could beoperable to spin the output shaft 410 about the rotor axis R and, if oneof the rotor motors 184 became inoperable, the remaining, operable rotormotors 184 could be employed to spin the output shaft 410 about therotor axis R.

Although otherwise housed by the rotor motor 184, the output shaft 410partially protrudes from the rotor motor 184. The hub 402 is mounted tothe output shaft 410 with a hub mount 412 on the rotor axis R. Eachblade 404 is mounted to the hub 402 with a blade mount 414 offset fromthe rotor axis R. The blade mounts 414 are circumferentially-spaced fromone another about the rotor axis R. Each blade 404 has a root and a tip.With its tip leading away from the rotor axis R, each blade 404, by itsroot, is mounted to the hub 402 with a blade mount 414. With the blades404 mounted to the hub 402 with the blade mounts 414, together, theblades 404 radiate from the rotor axis R. With the hub 402 thus mountedbetween the output shaft 410 and the blades 404, the rotor motor 184supports the hub 402, and the blades 404 on the hub 402, on the outputshaft 410 for rotation about the rotor axis R. Relatedly, as the productof spinning the output shaft 410 about the rotor axis R, the rotor motor184 is operable to rotate the blades 404 on the hub 402 about the rotoraxis R.

As part of the rotor 122, the blades 404 are supported for movementbeyond rotation about the rotor axis R. In a teetering arrangement, therotor 122 has a teetering axis T. The teetering axis T is on the rotoraxis R, and orthogonal to the rotor axis R. Relatedly, the teeteringaxis T is local to the rotational drive system 400, including the outputshaft 410, and to the hub 402. In relation to the teetering axis T, thehub mount 412 is rendered by a teetering hinge. With the hub mount 412rendered by a teetering hinge, the hub 402, and the blades 404 on thehub 402, are pivotally mounted to the rotational drive system 400 by thehub mount 412, and the hub 402, and the blades 404 on the hub 402, aresupported for teetering or, in other words, pivotation relative to therotational drive system 400 about the teetering axis T. The hub mount412, as shown, is rendered by a clevis-style or knuckle-style hinge thatserves as a revolute joint defining a single rotational degree offreedom.

The rotor 122 has a flapping/folding axis F per blade 404. In a flappingarrangement, the flapping/folding axis F serves as a flapping axis F. Ina folding arrangement, the same flapping/folding axis F serves as afolding axis F. For each blade 404, the flapping/folding axis F isoffset from the rotor axis R, and tangent to the imaginary circledefined by the circumferentially-spaced arrangement of the blade mounts414 about the rotor axis R. Relatedly, the flapping/folding axis F islocal to the hub 402 and to the blade 404. In relation to theflapping/folding axis F, the blade mount 414 is rendered by a hinge.With the blade mount 414 rendered by a hinge, the blade 404 is pivotallymounted to the hub 402 by the blade mount 414, and the blade 404 issupported for flapping or, in other words, a limited amount (e.g., a fewdegrees) of pivotation relative to the hub 402 about the flapping axisF. Moreover, the blade 404 is supported for folding over the hub 402 or,in other words, approximately 180 degrees of pivotation relative to thehub 402 about the folding axis F. The blade mount 414, as shown, isrendered by a clevis-style or knuckle-style hinge that serves as arevolute joint defining a single rotational degree of freedom.Relatedly, the blade 404 has a fixed pitch relative to the hub 402.

When the blades 404 are rotated on the hub 402 about the rotor axis R bythe operation of the rotational drive system 400, centrifugal forces onthe blades 404 act to maintain them normal to the rotor axis R. At thesame time, any combination of free teetering action by the hub 402 andfree flapping action by the blades 404 relieves torsional moment,vibration and other loading on the blades 404, the hub 402, therotational drive system 400 and otherwise on the rotor 122 resultingfrom the associated generation of aerodynamic force along the rotor axisR.

During the flight mode, with the rotors 122 in their openconfigurations, in relation to the circumferential spacing about thecenter of mass 200 of the aerial vehicle 100, the rotors 122, and inparticular the blades 404, are sized to maximize their individual andcombined disk area. The reconfiguration of a representative rotor 122between its packaged configuration and its open configuration forpurposes of being housed by the stowage compartment 108 is furtherrepresented in FIGS. 5A-5E. The description thereof follows withreference to the forward progression of FIGS. 5A-5E, in which the rotor122 is shown being packaged. However, it will be understood that thisdisclosure, with reference to the reverse progression of FIGS. 5A-5E, isapplicable in principle to the rotor 122 being opened.

For purposes of packaging the rotor 122, the rotor 122 includes twoblades 404, and the blades 404 are unshrouded. The rotor arm 304carrying the rotor 122 intersects or is otherwise crosswise to the rotoraxis R. In relation to its flight position, in which the rotor 122 isperched overhead the body 110 and has a skyward-facing orientation, therotor arm 304 is non-perpendicular to the rotor axis R.

As shown in FIG. 5A, in the open configuration, the blades 404 radiatefrom the rotor axis R. With the rotor 122 including two blades 404, theblades 404 are radially opposed about the rotor axis R. Relatedly, withthe rotor arm 304 crosswise to the rotor axis R, the rotational drivesystem 400 supports the blades 404 on the hub 402 for rotation about therotor axis R between rotational misalignment with the rotor arm 304 and,as shown, rotational alignment with the rotor arm 304. With the rotorarm 304 non-perpendicular to the rotor axis R, the blades 404 areangularly misaligned with the rotor arm 304.

As part of packaging the rotor 122, the blades 404, from rotationalmisalignment with the rotor arm 304, are rotated on the hub 402 aboutthe rotor axis R into rotational alignment with the rotor arm 304. Asshown in FIGS. 5B-5E, also as part of packaging the rotor 122,leveraging the teetering arrangement, the blades 404, from angularmisalignment with the rotor arm 304, are teetered on the hub 402 intoangular alignment with the rotor arm 304. Also as part of packaging therotor 122, leveraging the folding arrangement, one blade 404, fromradial opposition with the other blade 404, is folded over the hub 402to alongside the other blade 404. The blades 404 could be rotated on thehub 402 about the rotor axis R into rotational alignment with the rotorarm 304, the blades 404 could be teetered on the hub 402 into angularalignment with the rotor arm 304, and one blade 404 could be folded overthe hub 402 to alongside the other blade 404 any combination of aheadof, during and following one another. For instance, as shown, the blades404 are rotated on the hub 402 about the rotor axis R into rotationalalignment with the rotor arm 304 ahead of the blades 404 being teeteredon the hub 402 into angular alignment with the rotor arm 304, and oneblade 404 being folded over the hub 402 to alongside the other blade404. Moreover, the blades 404 are teetered on the hub 402 into angularalignment with the rotor arm 304 during one blade 404 being folded overthe hub 402 to alongside the other blade 404.

As shown in FIG. 5E, as the combined product of rotating the blades 404on the hub 402 about the rotor axis R into rotational alignment with therotor arm 304, teetering the blades 404 on the hub 402 into angularalignment with the rotor arm 304, and folding one blade 404 over the hub402 to alongside the other blade 404, in the packaged configuration, theblades 404 extend from the rotational drive system 400 along the rotorarm 304. The blades 404, as shown, are alongside the rotor arm 304. Inrelation to the forward rotor arm 304 alternatively being jointed tofold over itself to realize the varying length thereof, the blades 404could alternatively lead away from rotor arm 304.

Switching System

As noted above with reference to the forward progression of FIGS. 2A-2G,the control module 158 operates the switching system 164 to switch theaerial vehicle 100 from the ground mode to the flight mode. The controlmodule 158 likewise operates the switching system 164 to switch theaerial vehicle 100 from the flight mode to the ground mode and otherwisebetween the ground mode and the flight mode. In relation to itsoperation by the control module 158, the switching system 164 includesthe hatch actuators 190 and the reconfiguration actuators 192.

As shown in FIGS. 2B-2F, among the hatch actuators 190, the aerialvehicle 100 includes a hatch actuator 202 corresponding to arepresentative hatch 132. With the hatch 132, as shown, pivotallyconnected to the remainder of the body 110 for movement between itsclosed position and its open position, the hatch actuator 202 is mountedbetween the remainder of the body 110 and the hatch 132, and operable topivot the hatch 132. As the product of pivoting the hatch 132, the hatchactuator 202 is operable to open the hatch 132, close the hatch 132 andotherwise move the hatch 132 between its closed position and its openposition. As noted above, the control module 158 could operate the hatchactuator 202 to move the hatch 132 between its closed position and itsopen position in association with the commencement of deploying theflight module 120 and in association with the culmination of deployingthe flight module 120.

As shown in FIGS. 3A and 3B, as part of the rotor frame 124, and therepresentative set of rotor carriers 300, among the reconfigurationactuators 192, the aerial vehicle 100 includes a carriage actuator 330.With the carriage 310 supported for movement along the carriage rail302, the carriage actuator 330 is mounted between the carriage rail 302and the carriage 310, and operable to move the carriage 310 along thecarriage rail 302, as well as retentively hold the carriage 310 alongthe carriage rail 302. As the product of moving the carriage 310 alongthe carriage rail 302, the carriage actuator 330 is operable to pivotthe rotor arms 304 from alongside the carriage rail 302 to overhangingthe carriage rail 302, from overhanging the carriage rail 302 toalongside the carriage rail 302 and otherwise between alongside thecarriage rail 302 and overhanging the carriage rail 302. As the productof retentively holding the carriage 310 along the carriage rail 302, thecarriage actuator 330 is operable to retentively hold the rotor arms 304alongside the carriage rail 302, overhanging the carriage rail 302 andbetween alongside the carriage rail 302 and overhanging the carriagerail 302.

As part of the rotor frame 124 and the representative forward rotor arm304, also among the reconfiguration actuators 192, the aerial vehicle100 includes a rotor arm actuator 332. With the forward rotor arm 304telescoping to realize the varying length thereof, the rotor armactuator 332 is mounted between telescoping segments of the forwardrotor arm 304, and operable to telescope the telescoping segments, aswell as retentively hold the telescoping segments. As the product oftelescoping the telescoping segments, the rotor arm actuator 332 isoperable to lengthen the forward rotor arm 304 and shorten the forwardrotor arm 304. As the product of retentively holding the telescopingsegments, the rotor arm actuator 332 is operable to retentively hold thelength of the forward rotor arm 304.

In association with reconfiguring the rotor frame 124 between thecollapsed configuration and the expanded configuration, the controlmodule 158 could operate the carriage actuator 330 to pivot the rotorarms 304 between alongside the carriage rail 302 and overhanging thecarriage rail 302, as well retentively hold the rotor arms 304 alongsidethe carriage rail 302, overhanging the carriage rail 302 and betweenalongside the carriage rail 302 and overhanging the carriage rail 302.Moreover, the control module 158 could operate the rotor arm actuator332 to vary the length of the forward rotor arm 304, as well as maintainthe length of the forward rotor arm 304. For instance, followingexpanding the rotor frame 124, the control module 158 could operate thecarriage actuator 330 to retentively hold the rotor arms 304 overhangingthe carriage rail 302, with the rotor arms 304 thereby retentivelycarrying the rotors 122 in their flight positions, and operate the rotorarm actuator 332 to retentively hold a longer length of the forwardrotor arm 304. Following collapsing the rotor frame 124, the controlmodule 158 could operate the carriage actuator 330 to retentively holdthe rotor arms 304 alongside the carriage rail 302, with the rotor arms304 thereby retentively carrying the rotors 122 in their stowageposition, and operate the rotor arm actuator 332 to retentively hold ashorter length of the forward rotor arm 304.

As shown in FIG. 4, as part of the representative rotor 122, also amongthe reconfiguration actuators 192, the aerial vehicle 100 includes ateetering actuator 420. With the blades 404 supported for teetering onthe hub 402, the teetering actuator 420 is mounted between therotational drive system 400 and the hub 402, and operable to teeter theblades 404 on the hub 402, as well as retentively hold the blades 404from teetering on the hub 402. The teetering actuator 420 is alsooperable to alternatively disengage from between the rotational drivesystem 400 and the hub 402. As further represented in FIGS. 5A-5E, asthe product of teetering the blades 404 on the hub 402, the teeteringactuator 420 is operable to teeter the blades 404 on the hub 402 fromangular misalignment with the rotor arm 304 into angular alignment withthe rotor arm 304 and from angular alignment with the rotor arm 304 intoangular misalignment with the rotor arm 304. As the product ofretentively holding the blades 404 from teetering on the hub 402, theteetering actuator 420 is operable to retentively hold the blades 404 onthe hub 402 in angular misalignment with the rotor arm 304 and inangular alignment with the rotor arm 304. As the product ofalternatively disengaging from between the rotational drive system 400and the hub 402, the teetering actuator 420 is operable to alternativelypermit free teetering action by the hub 402.

Also as part of the representative rotor 122, and among thereconfiguration actuators 192, the aerial vehicle 100 includes foldingactuators 422. For each blade 404, with the blade 404 supported forfolding over the hub 402, a folding actuator 422 is mounted between thehub 402 and the blade 404, and operable to fold the blade 404 over thehub 402, as well as retentively hold the blade 404 from folding over thehub 402. The folding actuator 422 is also operable to alternativelydisengage from between the hub 402 and the blade 404. As the product offolding the blade 404 over the hub 402, the folding actuator 422 isoperable to fold the blade 404 over the hub 402 from radial oppositionwith the other blade 404 to alongside the other blade 404, fromalongside the other blade 404 to radial opposition with the other blade404 and otherwise between radial opposition with the other blade 404 andalongside the other blade 404. As the product of retentively holding theblade 404 from folding over the hub 402, the folding actuator 422 isoperable to retentively hold the blade 404 in radial opposition with theother blade 404 and alongside the other blade 404. Following folding theblade 404 from alongside the other blade 404 to radial opposition withthe other blade 404, as the product of alternatively disengaging frombetween the hub 402 and the blade 404, the folding actuator 422 isoperable to alternatively permit free flapping action by the blade 404.

In association with reconfiguring the rotor 122 between its packagedconfiguration and its open configuration, the control module 158 couldoperate the teetering actuator 420 to teeter the blades 404 on the hub402 from angular misalignment with the rotor arm 304 into angularalignment with the rotor arm 304 and from angular alignment with therotor arm 304 into angular misalignment with the rotor arm 304, as wellas retentively hold the blades 404 on the hub 402 in angularmisalignment with the rotor arm 304 and in angular alignment with therotor arm 304. The control module 158 could also operate the teeteringactuator 420 to alternatively permit free teetering action by the hub402. Moreover, the control module 158 could operate the folding actuator422 to fold the blade 404 over the hub 402 from radial opposition withthe other blade 404 to alongside the other blade 404, from alongside theother blade 404 to radial opposition with the other blade 404 andotherwise between radial opposition with the other blade 404 andalongside the other blade 404, as well as retentively hold the blade 404in radial opposition with the other blade 404 and alongside the otherblade 404. The control module 158 could also operate the foldingactuator 422 to alternatively permit free flapping action by the blade404. For instance, in association with packaging the rotor 122, thecontrol module 158 could operate the teetering actuator 420 to teeterthe blades 404 on the hub 402 from angular misalignment with the rotorarm 304 into angular alignment with the rotor arm 304, and operate thefolding actuator 422 to fold the blade 404 over the hub 402 from radialopposition with the other blade 404 to alongside the other blade 404.Following packaging the rotor 122, the control module 158 could operatethe teetering actuator 420 to retentively hold the blades 404 on the hub402 in angular alignment with the rotor arm 304, and operate the foldingactuator 422 to retentively hold the blade 404 alongside the other blade404. Moreover, in association with opening the rotor 122, the controlmodule 158 could operate the teetering actuator 420 to teeter the blades404 on the hub 402 from angular alignment with the rotor arm 304 intoangular misalignment with the rotor arm 304, and operate the foldingactuator 422 to fold the blade 404 over the hub 402 from alongside theother blade 404 to radial opposition with the other blade 404. Followingopening the rotor 122, the control module 158 could operate theteetering actuator 420 to retentively hold the blades 404 on the hub 402in angular misalignment with the rotor arm 304 or to alternativelypermit free teetering action by the hub 402, and operate the foldingactuator 422 to retentively hold the blade 404 in radial opposition withthe other blade 404 or to alternatively permit free flapping action bythe blade 404.

While recited characteristics and conditions of the invention have beendescribed in connection with certain embodiments, it is to be understoodthat the invention is not to be limited to the disclosed embodimentsbut, on the contrary, is intended to cover various modifications andequivalent arrangements included within the spirit and scope of theappended claims, which scope is to be accorded the broadestinterpretation so as to encompass all such modifications and equivalentstructures as is permitted under the law.

What is claimed is:
 1. A flight module, comprising: a rotor, the rotorincluding elongate blades and operable to generate aerodynamic force byrotating the blades; and a rotor carrier, the rotor carrier including:an elongate, upstanding carriage rail; a carriage supported for movementalong the carriage rail; an elongate rotor arm carrying the rotor andsupported atop the carriage rail for pivotation, including pivotationbetween alongside the carriage rail, where the rotor arm retentivelycarries the rotor in a stowage position, and overhanging the carriagerail, where the rotor arm retentively carries the rotor with askyward-facing orientation in a flight position; and an elongate strutpivotally mounted between the carriage and the rotor arm, whereinpivotation of the strut between the carriage and the rotor arm isimparted with multiple rotational degrees of freedom; whereby withmovement of the carriage along the carriage rail, the strut transfersloading between the carriage and the rotor arm for pivoting the rotorarm between alongside the carriage rail and overhanging the carriagerail, and thereby carrying the rotor on the rotor arm between itsstowage position and its flight position.
 2. The flight module of claim1, wherein the rotor arm is pivotally mounted to the carriage rail. 3.The flight module of claim 1, wherein in relation to a reference sweepplane through where the rotor arm is supported atop the carriage railfor pivotation, the rotor in its stowage position and the rotor in itsflight position, pivotation of the rotor arm between alongside thecarriage rail and overhanging the carriage rail is biased for departureaway from the reference sweep plane and landing toward the referencesweep plane.
 4. The flight module of claim 1, wherein in relation to areference sweep plane through where the rotor arm is supported atop thecarriage rail for pivotation, the rotor in its stowage position and therotor in its flight position, pivotation of the rotor arm from alongsidethe carriage rail to overhanging the carriage rail is biased foroutboard departure away from the reference sweep plane and overheadlanding toward the reference sweep plane, and pivotation of the rotorarm from overhanging the carriage rail to alongside the carriage rail isbiased for overhead departure away from the reference sweep plane andinboard landing toward the reference sweep plane.
 5. The flight moduleof claim 1, wherein pivotation of the rotor arm between alongside thecarriage rail and overhanging the carriage rail is imparted with asingle rotational degree of freedom, and with pivotation of the rotorarm between alongside the carriage rail and overhanging the carriagerail, the rotor arm sweeps along a conical surface.
 6. The flight moduleof claim 1, wherein the rotor arm has a variable length.
 7. The flightmodule of claim 1, wherein alongside the carriage rail, the rotor armretentively carries the rotor with an outboard-facing orientation in itsstowage position.
 8. A flight module, comprising: rotors, each rotorincluding elongate blades and operable to generate aerodynamic force byrotating the blades; and a set of rotor carriers, the set of rotorcarriers including: a shared elongate, upstanding carriage rail; ashared carriage supported for movement along the carriage rail; elongaterotor arms, the rotor arms including a rotor arm per rotor, wherein foreach rotor arm and rotor, the rotor arm carries the rotor and issupported atop the carriage rail for pivotation, including pivotationbetween alongside the carriage rail, where the rotor arm retentivelycarries the rotor in a stowage position, and overhanging the carriagerail, where the rotor arm retentively carries the rotor with askyward-facing orientation in a flight position, and for at least onerotor arm and rotor, in relation to a reference sweep plane throughwhere the rotor arm is supported atop the carriage rail for pivotation,the rotor in its stowage position and the rotor in its flight position,pivotation of the rotor arm between alongside the carriage rail andoverhanging the carriage rail is biased for departure away from thereference sweep plane and landing toward the reference sweep plane; andelongate struts, the struts including a strut per rotor arm, wherein foreach rotor arm and strut, the strut is pivotally mounted between thecarriage and the rotor arm; whereby with movement of the carriage alongthe carriage rail, the struts transfer loading between the carriage andthe rotor arms for pivoting the rotor arms between congregationalongside the carriage rail and branchingly overhanging the carriagerail, and thereby carrying the rotors on the rotor arms between theirstowage positions and their flight positions.
 9. The flight module ofclaim 8, wherein each rotor arm is pivotally mounted to the carriagerail.
 10. The flight module of claim 8, wherein for the at least onerotor arm and rotor pivotation of the rotor arm from alongside thecarriage rail to overhanging the carriage rail is biased for outboarddeparture away from the reference sweep plane and overhead landingtoward the reference sweep plane, and pivotation of the rotor arm fromoverhanging the carriage rail to alongside the carriage rail is biasedfor overhead departure away from the reference sweep plane and inboardlanding toward the reference sweep plane.
 11. The flight module of claim8, wherein pivotation of each rotor arm between alongside the carriagerail and overhanging the carriage rail is imparted with a singlerotational degree of freedom, and for at least one rotor arm and rotor,with pivotation of the rotor arm between alongside the carriage rail andoverhanging the carriage rail, the rotor arm sweeps along a conicalsurface.
 12. The flight module of claim 8, wherein pivotation of eachrotor arm between alongside the carriage rail and overhanging thecarriage rail is imparted with a single rotational degree of freedom,and for at least one rotor arm, rotor and strut, with pivotation of therotor arm between alongside the carriage rail and overhanging thecarriage rail, the rotor arm sweeps along a conical surface, andpivotation of the strut between the carriage and the rotor arm isimparted with multiple rotational degrees of freedom.
 13. The flightmodule of claim 8, wherein at least one rotor arm has a variable length.14. The flight module of claim 8, wherein for at least one rotor arm androtor, alongside the carriage rail, the rotor arm retentively carriesthe rotor with an outboard-facing orientation in its stowage position.15. A flight module, comprising: a rotor, the rotor including elongateblades and operable to generate aerodynamic force by rotating theblades; a rotor arm mount having a rotor arm mount axis and defining asingle rotational degree of freedom about the rotor arm mount axis; andan elongate rotor arm carrying the rotor and pivotally mounted by therotor arm mount, with the rotor arm non-perpendicular to the rotor armmount axis, the rotor arm mount directing pivotation of the rotor armwith which the rotor arm sweeps along a conical surface, includingpivotation between where the rotor arm retentively carries the rotor ina stowage position and where the rotor arm retentively carries the rotorwith a skyward-facing orientation in a flight position.
 16. The flightmodule of claim 15, further comprising: an elongate, upstanding carriagerail, the rotor arm pivotally mounted by the rotor arm mount atop thecarriage rail for pivotation directed by the rotor arm mount, includingpivotation between alongside the carriage rail, where the rotor armretentively carries the rotor in its stowage position, and overhangingthe carriage rail, where the rotor arm retentively carries the rotorwith a skyward-facing orientation in its flight position; a carriagesupported for movement along the carriage rail; and an elongate strutpivotally mounted between the carriage and the rotor arm; whereby withmovement of the carriage along the carriage rail, the strut transfersloading between the carriage and the rotor arm for pivoting the rotorarm between alongside the carriage rail and overhanging the carriagerail, and thereby carrying the rotor on the rotor arm between itsstowage position and its flight position.
 17. The flight module of claim16, wherein alongside the carriage rail, the rotor arm retentivelycarries the rotor with an outboard-facing orientation in its stowageposition.
 18. The flight module of claim 15, wherein the rotor arm has avariable length.